|
|
El Niño Monthly Sea Surface
…
| Title |
El Niño Monthly Sea Surface Temperature Anomaly Stills: June 1997 through June 1998 |
| Completed |
1998-06-11 |
|
El Niño Zoom to Sea Surface
…
| Title |
El Niño Zoom to Sea Surface Temperature and Height Anomaly on a Globe: Jan. 1997 through Dec. 1997 |
| Completed |
1997-12-18 |
|
El Niño Equatorial Fly-by Sh
…
| Title |
El Niño Equatorial Fly-by Showing Sea Surface Temp, Height Anomaly on a Globe: Jan through Dec 1997 |
| Completed |
1997-12-18 |
|
El Niño Sea Surface Height,
…
| Title |
El Niño Sea Surface Height, Temp, Wind, and Precipitation Anomalies: Jan. 1997 through Dec. 1997 |
| Completed |
1998-01-01 |
|
El Niño Sea Surface Wind, Te
…
| Title |
El Niño Sea Surface Wind, Temperature and Height Anomaly Compilation: Jan. 1997 through Dec. 1997 |
| Completed |
1997-12-18 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature, Height, and Wind Anomaly Onionskin: Jan. 1997 through Dec. 1997 |
| Completed |
1997-12-18 |
|
El Niño-La Niña Sea Surface
…
| Title |
El Niño-La Niña Sea Surface Temperature and Height Anomaly 3D Isometric Morph: Dec. 1997 to Dec. 1998 |
| Completed |
1999-04-01 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature and Height Anomaly on a Globe: January 1997 through December 1997 |
| Completed |
1997-12-18 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature and Height Anomaly on a Globe: January 1997 through December 1997 |
| Completed |
1997-12-18 |
|
El Niño Equatorial Fly-by Sh
…
| Title |
El Niño Equatorial Fly-by Showing Sea Surface Temp and Height Anomalies on a Globe: Jan. 1997 through Dec. 1997 |
| Completed |
1998-03-20 |
|
El Niño-La Niña Sea Surface
…
| Title |
El Niño-La Niña Sea Surface Temperature and Height Anomalies: December 1997 through April 2000 |
| Abstract |
Sea surface temperature anomalies are represented by colors and sea surface height anomalies are represented by exaggerated heights. This version of the animation does not include wind anomalies. |
| Completed |
2000-05-30 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature, Height, and Wind Anomalies: January 1997 through December 1997 |
| Completed |
1998-01-01 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature, Height, and Wind Anomalies: January 1997 through December 1997 |
| Completed |
1998-01-01 |
|
El Niño Sea Surface Temp, He
…
| Title |
El Niño Sea Surface Temp, Height, and Wind Anomalies: Jan. 1997 through Dec. 1997 (Close-Up) |
| Completed |
1998-01-01 |
|
El Niño Sea Surface Height,
…
| Title |
El Niño Sea Surface Height, Temp, Wind, and Precipitation Anomaly Compilation: Jan. 1997 through Dec. 1997 |
| Completed |
1997-12-18 |
|
El Niño Sea Surface Height a
…
| Title |
El Niño Sea Surface Height and Temp Anomalies Wrapped to a Globe: Jan. 1997 through Dec. 1997 |
| Completed |
1998-01-01 |
|
El Niño Equatorial Fly-by Sh
…
| Title |
El Niño Equatorial Fly-by Showing Sea Surface Temp and Height Anomaly on a Globe: Jan. 1997 through Dec. 1997 |
| Completed |
1997-12-18 |
|
El Niño-La Niña Sea Surface
…
| Title |
El Niño-La Niña Sea Surface Temperature Anomaly: December 1997 through April 2000 |
| Completed |
2000-05-30 |
|
El Niño-La Niña Sea Surface
…
| Title |
El Niño-La Niña Sea Surface Temperature, Height, and Wind Anomalies: Dec. 1997 through Apr. 2000 |
| Abstract |
Sea surface temperature anomaly in colors, sea surface height anomalies in exaggerated height, wind vectors as black arrows |
| Completed |
2000-05-30 |
|
El Niño-La Niña Cross-sectio
…
| Title |
El Niño-La Niña Cross-section of Temperature and Height Anomalies: December 1997 through April 2000 |
| Abstract |
Sea surface temperature anomaly in color, sea surface height anomalies in height. |
| Completed |
2000-05-30 |
|
El Niño-La Niña Sea Surface
…
| Title |
El Niño-La Niña Sea Surface Temp and Height Anomaly 3D Isometric View: Dec. 1997 through Apr. 2000 |
| Abstract |
Isomorphic view of El Nino. Sea surface temperature anomalies are colors, with red being warmer than normal and blue being colder than normal, and sea surface height anomalies are exaggerated heights. |
| Completed |
2000-05-30 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature, Height, and Wind Anomaly Onionskin: Jan. 1997 through Dec. 1997 |
| Completed |
1998-01-01 |
|
El Niño Zoom to Sea Surface
…
| Title |
El Niño Zoom to Sea Surface Temperature and Height Anomalies on a Globe: Jan. 1997 through Dec. 1997 |
| Completed |
1998-03-20 |
|
El Niño Sea Surface Height,
…
| Title |
El Niño Sea Surface Height, Temperature, Wind, and Precipitation Anomalies: Jan 1997 through Dec 1997 |
| Completed |
1997-12-18 |
|
El Niño Sea Surface Temperat
…
| Title |
El Niño Sea Surface Temperature, Height, and Wind Anomalies: Jan. 1997 through Dec. 1997 (Close-up) |
| Completed |
1997-12-18 |
|
YO-3A parked on ramp
| Photo Description |
NASA's YO-3A parked on the Dryden ramp. |
| Project Description |
The YO-3A aircraft was originally a Schweizer SGS-2-32 sailplane. During the late 1960s Lockheed modified over a dozen of these sailplanes to create ultra-quiet observation aircraft for use over South Vietnam. This particular YO-3A flew combat missions and was later sold to an airframe and powerplant mechanics school. NASA's Ames Research Center at Mountain View, California, acquired the aircraft from the school in 1978. It restored the YO-3A to flight status and fitted it with wing- and tail-mounted microphones as an acoustic research aircraft. Ames operated it at Edwards Air Force Base for noise measurements of helicopters and tilt rotor aircraft. One set of tests in December 1995 obtained free-flight noise data on the XV-15 tilt rotor. NASA also used the YO-3A for sonic boom measurements of a NASA SR-71 assigned to the Dryden Flight Research Center. NASA transferred the YO-3A to Dryden in December 1997 and the aircraft was placed in flyable storage for nearly seven years. It was then restored to flight status in mid-2004. This involved replacing the old hoses, belts, and tires on the aircraft. The YO-3A was then returned to Ames in October 2004, where it will be used for acoustic measurements of helicopters and rotorcraft. The designation YO-3A indicates that this aircraft was a pre-production (Y) observation (O) aircraft. Even though the YO-3A saw operational use, the Y designation was never removed. Its 210-horsepower Continental V-6 was modified to reduce noise. The engine was connected to a propeller through a belt-driven reduction system. This reduced the propeller's rotation speed. The propeller blades themselves were made of birch plywood and were wider than standard propellers. The result of these modifications was an aircraft so quiet that its noise was drowned out by the background sounds. |
| Photo Date |
June 27, 1997 |
|
| Photo Description |
NASA's converted YO-3A observation plane, now used for acoustics research, touches down at Edwards Air Force Base following a pilot checkout flight. |
| Project Description |
The YO-3A aircraft was originally a Schweizer SGS-2-32 sailplane. During the late 1960s Lockheed modified over a dozen of these sailplanes to create ultra-quiet observation aircraft for use over South Vietnam. This particular YO-3A flew combat missions and was later sold to an airframe and powerplant mechanics school. NASA's Ames Research Center at Mountain View, California, acquired the aircraft from the school in 1978. It restored the YO-3A to flight status and fitted it with wing- and tail-mounted microphones as an acoustic research aircraft. Ames operated it at Edwards Air Force Base for noise measurements of helicopters and tilt rotor aircraft. One set of tests in December 1995 obtained free-flight noise data on the XV-15 tilt rotor. NASA also used the YO-3A for sonic boom measurements of a NASA SR-71 assigned to the Dryden Flight Research Center. NASA transferred the YO-3A to Dryden in December 1997 and the aircraft was placed in flyable storage for nearly seven years. It was then restored to flight status in mid-2004. This involved replacing the old hoses, belts, and tires on the aircraft. The YO-3A was then returned to Ames in October 2004, where it will be used for acoustic measurements of helicopters and rotorcraft. The designation YO-3A indicates that this aircraft was a pre-production (Y) observation (O) aircraft. Even though the YO-3A saw operational use, the Y designation was never removed. Its 210-horsepower Continental V-6 was modified to reduce noise. The engine was connected to a propeller through a belt-driven reduction system. This reduced the propeller's rotation speed. The propeller blades themselves were made of birch plywood and were wider than standard propellers. The result of these modifications was an aircraft so quiet that its noise was drowned out by the background sounds. |
| Photo Date |
October 29, 2004 |
|
| Photo Description |
NASA's ultra-quiet YO-3A acoustics research aircraft taxis out from the ramp at the Dryden Flight Research Center before a pilot checkout flight. |
| Project Description |
The YO-3A aircraft was originally a Schweizer SGS-2-32 sailplane. During the late 1960s Lockheed modified over a dozen of these sailplanes to create ultra-quiet observation aircraft for use over South Vietnam. This particular YO-3A flew combat missions and was later sold to an airframe and powerplant mechanics school. NASA's Ames Research Center at Mountain View, California, acquired the aircraft from the school in 1978. It restored the YO-3A to flight status and fitted it with wing- and tail-mounted microphones as an acoustic research aircraft. Ames operated it at Edwards Air Force Base for noise measurements of helicopters and tilt rotor aircraft. One set of tests in December 1995 obtained free-flight noise data on the XV-15 tilt rotor. NASA also used the YO-3A for sonic boom measurements of a NASA SR-71 assigned to the Dryden Flight Research Center. NASA transferred the YO-3A to Dryden in December 1997 and the aircraft was placed in flyable storage for nearly seven years. It was then restored to flight status in mid-2004. This involved replacing the old hoses, belts, and tires on the aircraft. The YO-3A was then returned to Ames in October 2004, where it will be used for acoustic measurements of helicopters and rotorcraft. The designation YO-3A indicates that this aircraft was a pre-production (Y) observation (O) aircraft. Even though the YO-3A saw operational use, the Y designation was never removed. Its 210-horsepower Continental V-6 was modified to reduce noise. The engine was connected to a propeller through a belt-driven reduction system. This reduced the propeller's rotation speed. The propeller blades themselves were made of birch plywood and were wider than standard propellers. The result of these modifications was an aircraft so quiet that its noise was drowned out by the background sounds. |
| Photo Date |
October 29, 2004 |
|
| Photo Description |
The slow-speed wooden propeller and long wings are evident as NASA's YO-3A acoustics research aircraft performs a low-level flyover at Edwards Air Force Base. |
| Project Description |
The YO-3A aircraft was originally a Schweizer SGS-2-32 sailplane. During the late 1960s Lockheed modified over a dozen of these sailplanes to create ultra-quiet observation aircraft for use over South Vietnam. This particular YO-3A flew combat missions and was later sold to an airframe and powerplant mechanics school. NASA's Ames Research Center at Mountain View, California, acquired the aircraft from the school in 1978. It restored the YO-3A to flight status and fitted it with wing- and tail-mounted microphones as an acoustic research aircraft. Ames operated it at Edwards Air Force Base for noise measurements of helicopters and tilt rotor aircraft. One set of tests in December 1995 obtained free-flight noise data on the XV-15 tilt rotor. NASA also used the YO-3A for sonic boom measurements of a NASA SR-71 assigned to the Dryden Flight Research Center. NASA transferred the YO-3A to Dryden in December 1997 and the aircraft was placed in flyable storage for nearly seven years. It was then restored to flight status in mid-2004. This involved replacing the old hoses, belts, and tires on the aircraft. The YO-3A was then returned to Ames in October 2004, where it will be used for acoustic measurements of helicopters and rotorcraft. The designation YO-3A indicates that this aircraft was a pre-production (Y) observation (O) aircraft. Even though the YO-3A saw operational use, the Y designation was never removed. Its 210-horsepower Continental V-6 was modified to reduce noise. The engine was connected to a propeller through a belt-driven reduction system. This reduced the propeller's rotation speed. The propeller blades themselves were made of birch plywood and were wider than standard propellers. The result of these modifications was an aircraft so quiet that its noise was drowned out by the background sounds. |
| Photo Date |
October 29, 2004 |
|
MSFC Spacelab Mission Operat
…
| Name of Image |
MSFC Spacelab Mission Operations Control Center |
| Date of Image |
1989-01-01 |
| Full Description |
Activities in the Spacelab Mission Operations Control facility at the Marshall Space Flight Center (MSFC) are shown in this photograph. All NASA Spacelab science missions were controlled from and the science astronauts were supported by this facility during the missions. Teams of flight controllers and researchers at the MSFC Space Mission Operations Control Center directed all NASA science operations, sent commands directly to the crew of Spacelab, and received and analyzed data from experiments on board the Spacelab. The facility used the air/ground communications charnels between the astronauts and ground control teams during the Spacelab missions. Spacelab science operations were a cooperative effort between the science astronaut crew in orbit and their colleagues in the Space Mission Operations Control Center. Though the crew and the instrument science teams were separated by many miles, they interacted with one another to evaluate observations and solve problems in much the same way as they would when working side by side in a ground-based laboratory. Most of the action was centered in two work areas: The payload control area from which the overall payload was monitored and controlled and the science operations area where teams of scientists monitored their instruments and direct experiment activities. This facility is no longer operational since the last Spacelab mission, U.S. Microgravity Payload-4 in December 1997, and has become one of the historical sites at MSFC. The facility was reopened as the International Space Station Payload Operations Center in March 2001. |
|
All of Mars
| Title |
All of Mars |
| Explanation |
Mars Global Surveyor [ http://mars.jpl.nasa.gov/mgs/overvu/overview.html ] is photographing Mars [ http://www.seds.org/nineplanets/nineplanets/mars.html ]. The robot spacecraft arrived last September and continues to use solar panel aerobraking [ http://antwrp.gsfc.nasa.gov/apod/ap970911.html ] to help maneuver it to a better orbit to survey all of Mars [ http://bang.lanl.gov/solarsys/mars.htm ] The above image [ http://mpfwww.jpl.nasa.gov/mgs/msss/camera/images/12_31_97_release/6301/index.html ] is a reconstruction of several photographs digitally combined to simulate a single vantage point 2700 kilometers above the Martian surface. The images were taken by the Mars Orbital Camera [ http://mars.jpl.nasa.gov/mgs/sci/moc/moc.html ] in wide angle mode in late December 1997. Visible features include the Valles Marineris [ http://antwrp.gsfc.nasa.gov/apod/ap950720.html ] canyon across the top, and the South Polar Cap [ http://oposite.stsci.edu/pubinfo/pr/97/15/B.html ] of frozen carbon dioxide at the bottom. Many finer features that would normally be visible are hidden by dust [ http://antwrp.gsfc.nasa.gov/apod/ap970804.html ] remaining from a planet-wide storm that subsided only three weeks before these images were recorded. |
|
Eclipse - tow flight closeup
…
| Title |
Eclipse - tow flight closeup and release |
| Description |
This clip, running 15 seconds in length, shows the QF-106 "Delta Dart" gear down, with the tow rope secured to the attachment point above the aircraft nose. First there is a view looking back from the C-141A, then looking forward from the nose of the QF-106, and finally a shot of the aircraft being released from the tow rope. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate a reusable tow launch vehicle concept developed by KST. Kelly Space and Technology hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable, actual flight-measured values of tow rope tension were well within predictions made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system, and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft, validation of simulation models of the towed aircraft systems, and development of ground and flight procedures for towing, and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes.The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on Dec. 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests to validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft. |
| Date |
02.05.1998 |
|
Eclipse takeoff and flight
| Title |
Eclipse takeoff and flight |
| Description |
This 25-second clip shows the QF-106 "Delta Dart" tethered to the USAF C-141A during takeoff and in flight. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate the reusable tow launch vehicle concept developed by KST. Kelly hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable, actual flight measured values of tow rope tension were well within predictions made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system, and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft, validation of simulation models of the towed aircraft systems, and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied, engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes. The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful towed flight occurred on December 20, 1997. Prior to this first tow test flight, the C-141A and EXD-01 were used to conduct a series of tethered taxi tests that would validate the tow procedures. Before these tethered taxi tests, a successful joint flight test was conducted in late October 1996, by Dryden, AFFTC, and KST, in which one of the Dryden F-18 chase aircraft flew at various ranges and locations behind the C-141A to define the wake turbulence and wingtip vortex environment. This flight test was replicated in July 1997, with an unmodified QF-106 flight proficiency aircraft. |
| Date |
02.05.1998 |
|
F-16XL ship #1 (#849) during
…
| Title |
F-16XL ship #1 (#849) during first flight of the Digital Flight Control System (DFCS) |
| Description |
The F-16XL's unusual curved double delta wing platform is apparent in this photo. During the mid to late 1990s several research aircraft flew in dazzling paint finishes. A prime example was the F-15B ACTIVE, with its red, white, and blue markings. The F-16XL #1's finish in December 1997 was also eye catching. The wings, tail, and upper aft fuselage was black with yellow trim, while the forward fuselage was white. |
| Date |
12.16.1997 |
|
X-Wing Research Vehicle
| Title |
X-Wing Research Vehicle |
| Description |
One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or, fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on 25 September 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988. |
| Date |
01.01.1986 |
|
X-Wing Research Vehicle in H
…
| Title |
X-Wing Research Vehicle in Hangar |
| Description |
One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or, fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988. |
| Date |
02.01.1987 |
|
X-Wing RSRA - 80 Knot Taxi T
…
| Title |
X-Wing RSRA - 80 Knot Taxi Test |
| Description |
The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a, replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988. |
| Date |
11.01.1987 |
|
YO-3A parked on ramp
| Title |
YO-3A parked on ramp |
| Description |
NASA's YO-3A parked on the Dryden ramp. The YO-3A aircraft was originally a Schweizer SGS-2-23 sailplane. During the late 1960s Lockheed modified over a dozen of these sailplanes to create ultra-quiet observation aircraft for use over South Vietnam during the conflict there. This particular YO-3A flew combat missions and was later sold to an airframe and powerplant mechanics school. NASA's Ames Research Center at Mountain Veiw, California, acquired the aircraft from the school in 1978. It restored the YO-3A to flight status and fitted it with wing- and tail-mounted microphones as an accoustic research aircraft. Ames operated it at Edwards Air Force Base for noise measurements of helicopters and tilt rotor aircraft. One set of tests in December 1995 obtained free-flight noise data on the XV-15 tilt rotor. NASA also used the YO-3A for sonic boom measurements of a NASA SR-71 assigned to the Dryden Flight Research Center. NASA transferred the YO-3A to Dryden in December 1997, and as of April 2001 it was in flyable storage there. The designation YO-3A indicates that this aircraft was a pre-production (Y) observation (O) aircraft. Even though the YO-3A saw operational use, the Y designation was never removed. Its 210-horsepower Continental V-6 was modified to reduce noise. The engine was connected to a propeller through a belt-driven reduction system. This reduced the propeller's rotation speed. The propeller blades themselves were made of birch plywood and were wider than standard propellers. The result of these modifications was an aircraft so quiet that its noise was drowned out by the background sounds. |
| Date |
06.27.1997 |
|
Sojourner Rover View of Path
…
| title |
Sojourner Rover View of Pathfinder Lander |
| Description |
Image of Pathfinder Lander on Mars taken from Sojourner Rover left front camera on sol 33. The IMP (on the lattice mast) is looking at the rover. Airbags are prominent, and the meteorology mast is shown to the right. Lowermost rock is Ender, with Hassock behind it and Yogi on the other side of the lander. NOTE: original caption as published in Science Magazine Science Magazine, Volume 278, Number 5344, 5 December 1997, 'Overview of the Mars Pathfinder Mission and Assessment of Landing Site Predictions' (Fig. 2) |
|
Microwave Limb Sounder/El Ni
…
PIA01166
Sol (our sun)
Microwave Limb Sounder
| Title |
Microwave Limb Sounder/El Niño Watch - February thru December, 1997 |
| Original Caption Released with Image |
This series of six images shows the movement of atmospheric water vapor over the Pacific Ocean during the formation of the 1997 El Niño condition. Higher than normal ocean water temperatures increase the rate of evaporation and the resulting warm moist air rises into the atmosphere altering global weather patterns. Data obtained by the Microwave Limb Sounder (MLS) on NASA's Upper Atmosphere Research Satellite (UARS), from late February 1997 to late December 1997, show the movement from the western Pacific to the eastern Pacific of high levels of water vapor (red) at 10 kilometers (6 miles) above the surface. Areas of unusually drier air (blue) appear over Indonesia. December 1997 data also show a rapid increase of water vapor off the coast of South America, the result of very high water temperatures in that region. |
|
Microwave Limb Sounder/El Ni
…
PIA01165
Sol (our sun)
Microwave Limb Sounder
| Title |
Microwave Limb Sounder/El Niño Watch - December, 1997 |
| Original Caption Released with Image |
This image shows differences in atmospheric water vapor relative to a normal (average) year in the Earth's upper troposphere about 10 kilometers (6 miles) above the surface. The measurements were taken by the Microwave Limb Sounder (MLS) instrument aboard NASA's Upper Atmosphere Research Satellite (UARS). These data, collected in late December 1997, show higher than normal levels of water vapor (red) over the central and eastern Pacific which indicates the presence of an El Niño condition. At the same time, the western Pacific (blue) is much drier than normal. The unusually moist air above the central and eastern Pacific is a consequence of the much warmer-than-normal ocean waters which occur during El Niño. Warmer water evaporates at a higher rate and the resulting warm moist air rises and forms tall cloud towers. In the tropics, the warm water and the resulting tall cloud towers typically produce large amounts of rain. These data show significant increases in the amount of atmospheric moisture off the coast of Peru and Ecuador since measurements were made in November 1997. The maximum water temperature in the eastern tropical Pacific, as measured by the National Oceanic and Atmospheric Administration (NOAA), is still higher than normal and these high ocean temperatures are likely responsible for an increase in evaporation and the subsequent rise in humidity. |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
|
Evidence for Recent Liquid W
…
PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
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Evidence for Recent Liquid W
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PIA01036
Sol (our sun)
Mars Orbiter Camera
| Title |
Evidence for Recent Liquid Water on Mars: Seepage Sites in "Aerobraking Crater" Revisited |
| Original Caption Released with Image |
The first clue that there might be places on Mars where liquid groundwater seeps out onto the surface came from a picture taken by the Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) during the pre-mapping Orbit Insertion Phase of the mission. The picture, shown in (A)above, was taken at the end of December 1997 while the spacecraft was still in the midst of aerobraking maneuvers to put it into the circular orbit needed for the Mapping Phase of the project. The Aerobraking 1 image, AB1-07707, showed dark, v-shaped scars on the western wall of a 50 kilometer-(31 mile)-diameter impact crater in southern Noachis Terra at 65°S, 15°W (see B, above, for context). The v-shaped features taper downslope to form narrow, somewhat curved channels. The relationship seen here was interpreted by MOC scientists to be similar to seepage landforms on Earth that form where springs emerge on a slope and water runs downhill. Once MGS achieved its Mapping Orbit in March 1999, the MOC was in a better position to take pictures of 10 times higher resolution than the Aerobraking AB1-07707 image. The opportunity to take a new picture of the proposed "seepage" sites on the wall of the crater in southern Noachis finally arose in January 2000. The result is MOC image M11-00530, shown above in (top) and (C). This new close-up shows that the darkly-shaped scars host many small channels of only a few meters (yards) across. These small channels run downslope and coalesce at the apex (or point) of each "v". Amid the small channels are many large boulders, some of them the size of houses, that have eroded out of the crater wall. A 3-D view created using the AB1 and M11 images is shown in (D). The stereo picture (red-blue "3D" glasses required) emphasizes the presence of small channels and valleys, and shows that these valleys start almost at the very top of the v-shaped dark areas. The context picture in (B) is a mosaic of Viking 2 orbiter images 497B47 and 497B48 acquired December 28, 1977. The Aerobraking MGS MOC image, AB1-07707, is shown overlain on the Viking context image, it was taken 20 years later on December 29, 1997. The smaller white box in the context picture shows the location of MOC Mapping Phase image M11-00530, roughly 2 years later on January 4, 2000. North is "up" in pictures (A) and (B), and to the lower right in (top), (C), and (D). Sunlight illuminates (A) from the upper left, (B) from the upper right, and (top) and (C) from the upper right. The top image in (top) is the aerobraking image, AB1-07707, with a white box indicating the location of the lower image, M11-00530, and the stereo pair in (D). The white box on the left in (C) shows the location of the close-up on the right in (C). |
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MGS MOC Coverage of Mars Pol
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PIA02310
Sol (our sun)
Mars Orbiter Camera
| Title |
MGS MOC Coverage of Mars Polar Lander Region |
| Original Caption Released with Image |
. The selection criteria were to find a place that was relatively flat and relatively smooth, but which displayed characteristics of the south polar layered materials. The inset (upper left) shows the location of the landing zone with respect to the south polar residual (year-round) ice cap. The base map used here is a mosaic of Viking Orbiter images from the U.S. Geological Survey. Malin Space Science Systems and the California Institute of Technology built the MOC using spare hardware from the Mars Observer mission. MSSS operates the camera from its facilities in San Diego, CA. The Jet Propulsion Laboratory's Mars Surveyor Operations Project operates the Mars Global Surveyor spacecraft with its industrial partner, Lockheed Martin Astronautics, from facilities in Pasadena, CA and Denver, CO., High-resolution views of the Mars Polar Lander [ http://www.marspolarlander.com/ ] landing zone were essential to the selection of a safe place for the December 3, 1999, landing to occur. The Mars Global Surveyor (MGS) Mars Orbiter Camera (MOC) took its first pictures of the landing zone in December 1997 [ http://www.msss.com/mars_images/3_9_98_release/7200/index.html ] and January 1998 [ http://www.msss.com/mars_images/3_9_98_release/9500/index.html ]. After that time, the south polar region was not accessible to the camera until June 1999, when the south polar winter was ending and the sun began to dawn on this region once again. Since the beginning of June 1999, an intense period of imaging has been conducted over the landing zone so that a safe site could be found. The final site has now been identified, and the pictures shown here give some idea of what the Mars Polar Lander will encounter a little more than three months from now. This figure shows the zone originally proposed by the Mars Volatiles and Climate Surveyor (MVACS) [ http://mvacs.ess.ucla.edu/ ] science team for the Mars Polar Lander mission, which spanned the region from 72° to 78°S latitude and 170° to 230°W longitude. The thin white boxes and lines crossing the proposed zone outline MOC images taken between the first week in June 1999 and the first week in August 1999. The longest images were taken at 12 by 18 meters (39 by 59 feet) per pixel, there are three sets of long images, each taken during a given week in June as the terminator (the line separating "night" from "day") moved south across the landing zone. Smaller swaths represent images at higher resolution. The best resolution so far achieved is about 4 meters (13 ft) per pixel, better images will be taken in September and October as the sun rises farther and the surface becomes better illuminated. This figure shows the location of the primary (blue) and secondary (white) landing ellipses, which were selected on the basis of interpretation of the MGS data, in particular data from the Mars Orbiter Laser Altimeter [ http://ltpwww.gsfc.nasa.gov/tharsis/98lander.html ] and the Mars Orbiter Camera [ http://www.msss.com/mars_images/index.html ] |
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